Safety device for railroads



s. PURO.

SAFETY DEVICE FOR RAILRGADS.

APPLICATION. EILED DEC4| 1919- 1,358,242. Patented NOV. 9, 1920.

2 SHEETS-SHEET I.

' I N VEN TOR.

George Paf/o ATTORNEY.

G. PETRO.

SAFETY DEVICE FOR RAILROADS. APPLICATION FILED BECA. 1919.

Patented Nov. 9,1920.

2 SHEETS-SHEET 2.

o .W P n. wm, m mr m ma T e A 6fm! V.. B

GEORGE ritrae, or snavnn rants;

PATENT OFFICE.

PENNSYLVANIA.

SAFETY DEVICE FOR RAILROADS-L,

To all io 7mm it may concern:

Be it known that l, Geenen Pn'rno, citizen of Hungary, and resident of Beaver Falls, in the county of Beaverand State of Pennsylvania, have invented certain new and-usei ful improvementsV in Safety Devices for Railroads, of which the following is a specification.

rlhis invention relates to safety devices for railroad trains and especially to those designed to act in case of the derailment of the train.

The object of this invention is the provision of simple, efiicient and positive automatic means for stopping the train quickly in case any of the cars should leave the track.

A further object of this invention is the provision of means, which besides automatically setting the brakes on the cars, will .in addition, automatically set the brakes on the locomotive and close the throttle thereon.

For the accomplishment of the aforesaid objects, l employ the devices shown in the accompanying drawings, inwhich- Figure 1 is a diagrammatic elevation showing my improved mechanism attached to a locomotive and to a car.

Fig2 is a plan of my invention as it appears when attached to ay car, and Fig. 3 is a plan of the mechanism for automatically settingthe brakes on the locomotive.

In the practical embodiment of my invention, a feeler 1, preferably vertical, the lower extremity of which just clears the road-bed, is joined to bar 2 in such a manner that it may readily be swung out of operative position, by means of a strong hinge joint of the usual type not shown. The feelers 1 are opened out to the position shown in Fig. 1 when the car runs in the direction of the arrow. Said bar 2 is positioned longitudinally of the train, and is supported from car 3 by suitable brackets 4. Arm 5 is attached to bar 2, Fig. 2, and is secured to the long connection 7 at joint 6. The device for setting the brakes comprises crank lever 8 attached to connection 7, at jointl 9 and pivoted on stationary stud 10, links 11 and 12 attached to crank lever 8 on opposite sides of stud 10, and attached respectively to bent brake shaft supports 13 and 14. Said brake shaft supports 13 and 14 have curved arms 22 and 16 respectively thereon, which arms are pivoted at 20 and 21 respectively, Fig. 1, and support brake Specification of Letters Patent.

Application led December 4, 1919.

Patented Nov. 9,

1920. Serial No.4 342,524.

shafts 15 and 19 respectively. Brake shaft 15 has mounted on the ends thereofbrakeshoes 17, while brake shaft 19 hasl similar brake-shoes thereon. For operating the car brakes when the car runs in a direction opM poslte to that shown by the arrows `in Figs. 1 and 2, bar 32 and feelers 3l `constructed similarly to bar 2 and feelers 1, are used.

Said bar 32 is supported by the brackets from the othersidc of car 3, AFig. and has arm 35 attached thereto. Said arm 35 is attached at its other endI to lever 30 lat joint 29. Said lever 30 is pivoted on stud 28 and is attached to long connection 7 at joint 27 so that motion of bar 32 in a direction opposite to that of the motion of bar 2, will have the same effect on the braking mechanism. Link bars 26 are attached .to one end of bars 2 and attached so that movement of a bar on any of the cars will set the brakes on all, an opening 75 being provided in the rear ends of bars 2 and 32 in which said link bars 26 may be suitably fastened.

Lever 36, pivoted about stud 37, `is attached at `one end to long connection 7 at joint 38...` Connectingbar 25 connects the other end of lever 36 to link rod 24 having ratchet teeth 23 cut therein, which teeth are engaged by pawl 42 attached to lever 58. Frame 39 is suitably attached to the locomotive as by bolts 43 and has bracket 40 attached thereto in which said lever 58 is pivotally supported. The connection to the throttle valve of the locomotive is made by link 59 connecting the upper end` of lever 58 with throttle lever 60, F ig. l.

For connecting link rod 24 to the locomo.- tive brakes, lever 44 pivoted in stud 45 is attached at one end to rod 24 and at the other end tohlink 46 which is fastened to brake shaft at joint 47 said shaft carrying brake shoes at its extremities. To operate brake shaft 52 on the ends of which are brake-shoes 54, link 50 is joined at one end to said shaft 52 at joint 51, the other end being connected to lever 48, which is pivoted on stud 49, said brakes being suspended by means of the usual 'chains as 56 and 57.

The operation of my improved mechanism is as follows:

It being assumed that the train is traveling in the direction of the arrow in Fig. 1, feelers 1 are placed in their operative posi- 32 for connection' with that end of said bars on the preceding and succeeding cars to which no link bar is` Y train, so that said .on the brakes 17 and tion, and link bars 26 of each car connected to bears 2 of the preceding car. the train or any carthereof is run in the opposite direction, eelers 1 are first swung out of the Way, then eelers 31 placed into operative position. Should derailment occur, said eelers, which ordinarily clear the road-bed come into violent contactvvith the ground and tend to stick or Vjam therein, While the train moves on. Under these circumstances, the eelers and the bars connected thereto are given a backward motion of the bars move backward in the various lever con- 8, 1l and 13 to throT 18, not only on the derailment car but also on all the cars in the train through link'bars 26. At the same time, the brakes 54: and 55 of the locomotive, and throttle lever 60 are operated through chain 25, levers and links 24, 4A, 16, a8, 50,58, and close the throttle.

ln case of necessity, by pulling the upper endk of lever 58 inside the locomotive cab by hand, the resuit as above described is obtained, .whereby the brakes on all the cars and in the ylocomotive are set and the throttle closed in one operation and by one motion.

What l claim is:

1. In a railroad safety device, the combination With a train of cars of a eeler for detecting derailment of a car, a horizontal bar arranged longitudinally of the train to which said eeleris attached, brakes on said cars, and means for operatively connecting said bar and eeler With said brakes for aubrackets 4, operating nections and links 5, 7,

'matically braking said lcars 59 to set the brakes and tomatically setting said brakes on the derailment of a car.

2. In a railroad safety device, the combination With locomotive and a train of cars of a feeler for detecting derailment of a car, a horizontal bar arranged longitudinally of the train to which said `feeler is attached, brakes on said cars, means for operatively connecting said brakeswith said eeler for automatically setting said brakes on the derailment of a car, and means connected With the throttle lever motive or closing said throttle on railment of a car.

3. T he combination With a locomotive and a train of cars oic means or detecting deA railment of a car, and means operated by saidv derailment detecting means for autoand locomotive and for automatically closing the throttle oip4 said locomotive on the Vderailment of a car.

t. rlhe combina-tion with a locomotive and a train or' cars of means for detecting de railment of a` car, means operated by said derailment detecting means for automat/t cally braking saidV cars and locomotive and 'for closing the throttle of said locomotive on said derailment, and a lever connected with said braking and throttle closing nie-ans for braking said cars and locomotive and for closing said throttle manually in one operation.

Signed at Beaver Falls, in the county of Eeaver and State of Pennsylvania this first day of December A. D. 1919.

GEORGE PETRO the deof the loco-- 

